Shock-absorber.



W. H. COOK.

SHOCK ABSORBER.

APPLICATION FILED APR. 12, 1913.

1,066,999. Patented July 8,191&

2 SHEETS-SHEET 1.

aw/QM W. H. 090K. SHOCK ABSORBER. APPLIU A'IIOH FILED A'P B. 12, 1-113.

.1, Ml .6, 9 9 Patented July 8, 1913.

2 SEEETEP-SHEET 2.

I [225/674 Z01 Z Zak/494x (em/s;

preferred usual witlrthis arrangenaait,

tUNlLTED STATEtd l rtllllfila it. 'UFFKCE.

WALTER H. 090K, OF NEW ORLEANS, LOUISIANA.

SHOCK-ABSORBER.

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Tb all 'ttf't/UIL it may concern,

lie it known that l. hut-rice ll. oot; a l sh ck relieved of tilting morcments or vibrations l in longitutilinal, as well. as transverse, dircctions; and whereby existing standards of construction are not interferetfl with.

The improved shock absorbing organization preferably utilizes certain features of construction shown in my patents dated April 8, 1913, and consisting more especially in an elongated air cushion, a shock transmit-ting bar connected to the main spring and acting on the air cushion, forming a bearing therefor and a frame part which also forms a bearing for the air cushion opposed to the bearing afforded by the shook transmitting bar.

Other objects and advantages as the description proceeds.

Embodiments of the invention are illustrated in the accom ntnying drawings, wherein Figure 1 is a will appear perspective view showing a construction in which the features of the invention are incorporated; and Fig. 2 is a similar view showing a modified construction.

Similar characters of reference designate corresponding parts throughout the several views.

Commercial trucks and large pleasure cars frequently embody an arrangement at the rear thereof of longitudinal and transverse springs. It is to such an organization that, the present invention pertains.

The longitudinal springs are shown at '1 and the transverse spring at Q, and as is the springs 1 are mounted on the axle 3 and the spring 2 is secured to the vehicle frame t at; the 'rear thereot, preferably by means of a ccntrally located clip 5.

Specification of Letters Patent. Iggtqqfl gd ,1 Application llletl April 124 1913. a

1y s, 1913. Serial No. EGOJ' it in the constructitm shown in Fig. l, a absorbing organization is combined with each spring, these organizations preferably including elongated air cushions 6 and T for the respective springs 'l and 2, and shock transmitting bars 8 and 9 for the respective air cushions t5 and 7.,

The springs l are arranged below the bars b and the latter engage the under side of the air cushions (S. The spring 2 is arranged above the bar 9 and the latter engages the upper side of the air cushion 7. The bars 8 and t) are (aamceted at their ends to the ends of their respective springs, preferably by suspension links 10.

The cushions ti and 7 work between the respective bars ti and t) and a bearing frame 11. which, viewed in plan, has a U-shaped outline. and includes side bars 12 which engage the upper sides of the cushions 6 and a cross bar 13, which engages the under side of the cushion 7 and is preferably rein forced, to secure the desired rigidit by an integral or attachtail rib 14'. The side bars 12 and the cross bar 13 are connected by hangers to which are preferably an integral part of the frame 11, and depend from the rear ends of the side bars 12, supporting the bar 13 approximately in the plane of the axle 8.

The frame 11 is suspended from the frame kl, preferably by links 16 de )ending from brackets 17 secured to the si e bars of the frame 4-, and connected to the forward-ends of the bars 19. The latter are preferably made in sections 12 and 12 hingedly connected at 12 and the pins of the hinge joints 12-also attach the bars 12 to brackets 18,

which depend from the side bars of the frame at and are formed as yokcs to straddle the cushions G. The shock transmitting bars 8 are also pivoted to the bracket 18, the connection being indicated at 19. The connections 19 are located somewhat rearwardly of the centers of the bars 8, and the connections between the springs 1 and the axle 3 are similarly located with reference to said springs, this arrangement being; selected to compensate for the weight of the parts at the rear end oftheashock absorbing organization and to insure that the springs shall be uniformly balanced.

Front the above description, it will be apparent that each bracket 18 forms, in clt'ect, a connection between the shock transmitting bar 8 and the bearing bar 12. Asimilar relation obtains between the shock transmitting bar 9 and the bearing bar 13, the latter having at its sides brackets 20 to which the bar 9 is pivoted as at 21. The bar 9 is preferably made in sections 9 and 9 hingedly connected at 9, the pivot 21 forming a part of the hinge joint 9. The frame 11 provides a bed, so to speak, for the several cushions G and 7. The first jolt of the car.is taken up by the air cushions 6, the

resultant compression thereof causing an air wave or pulsation which augments the cushioning, action at the rear of the vehicle, both by resistance to the bars 8 as Well as by the production of a slight relative upward displacement of that portionof the frame 11 which is in the rear of the pivots 19, such displacement being resisted by the cushion 7, which, with its appurtenances, is so arranged as to efliciently maintain the transverse equilibrium of the car.

In the construction shown in Fig. 2, the shock absorbing agencies at the sides of the car are omitted and the springs 1 are di rectly connected at their forward ends to the frame 4, through the intermediary of links 22. Cardan or gimbal joint suspensions 23 are interposed between the rear ends of the springs 1 and a transverse bar 13 which corresponds to the bar 13 in the organization first described. In all other respects the shock absorbing organization at the rear of the car is, in the arrangement shown, similar to the corresponding organization in the form first described.

It will be apparent that the bar 13 or 13 as the case may be, forms a bed for the cushion 7 and opposes the action of the shock transmitting bar 9, yet in turn, is resiliently supported or suspended from the main'springs, so as toresist and be subject to the pulsations of the main springs. In this Way, the springs mutually counteract one another and the shock absorbing action is unified and cthcient. The form shown in Fig. 1 is preferred for heavier vehicles, since it obviously has greater shock absorbing power than the form shown in Fig. 2.

It will be understood that the invention is not limited to-the two forms of construction herein shown, but that it includes within its purview minor limitations and combinations, and substitution of parts, all of which come within the scope of the succeeding claims.

Having fully described my invention, I claim: I I

1. The combination with a vehicle frame, an axle, side springs secured to the axle and a transverse spring secured to the frame of a cushioning element associated with said transverse spring and arranged below the same, a shock t 'ansmitting element connected to said transverse spring and engaging the upper side of said cushioning clement, and a transverse bar engaging the under side of the cushioning element and being resiliently suspended by means of support from said side springs.

2. The combination with a vehicle frame, an axle, side springs secured to the axle and a transverse spring secured. to the frame, of an elongated air cushion arranged transversely below said transverse spring, a shock transmitting bar connected to the ends of said transverse spring and engaging the up per side of said cushion, and a transverse bar engaging the under side of said cushion as a bed therefor, and resiliently suspended by means of support from said side springs.

3. The combination with a vehicle frame, an axle, side springs secured to the axle and transverse spring secured to the frame of a cushioning elementassocialed with the transverse spring and arranged below the same, cushioning elements associated with the side springs and arranged above the same, and a U-shaped f 'ame having side bars'engaging the second named cushioning elements from above and a cross bar engaging the first named cushioning element from below. y

t. The combination with a vehicle frame, an axle, side springs secured to the axle and a'transverse spring secured to the frame of a transverse air cushion associated with the? transverse spring and arranged below the same, longitudinal air cushions associated with the side springs and arranged above the same, a U-shaped frame having side bars engaging the longitudinal air cushions from above and a cross bar engaging the transverse air cushion from below, and shock transmitting bars connected to the ends of the respective springs and engaging said air cushions in opposition to the bars of said U-shaped frame.

5. The combination with a vehicle frame, of side springs and a transverse spring, the latter facing oppositely to the former, cushioning elements associated with said springs and a U-shapcd frame having side bars an a transverse bar engaging said cushioning element, the transverse ar facing oppositely to the side bars.

(i. The coml'naticn with :tvehicle frame, an axle, side springs secured to the axle and a transverse spring secured to the frame of longitudinal air cushions associated with the sid springs, and a transverse air cushion associated -with the transverse spring, the longitudinal cushions being arranged above the side springs and the transverse cushion being arranged below the t 'ansverse spring, a U-shaped frame including side bars engaging thc longitudinalcushions from above 'and a transverse bar engaging the transverse cushion from below, and shock transmitting bars connected to the cz jls of said springs altd engaging said cushions in Opposition to the side springs, a cushioning element arranged below the transverse spring, a U- shaped frame having side bars engaging said air cushions from above, and a transverse bar engaging said cushioning element from below and shock transmitting bars associated With said side springs and engaging said air cushions from below.

8. The combination with a vehicle tranie, an axle, side springs, and a transverse spring, of cushioning elements arranged above the side springs, a transverse air cushion ar; ranged below the transverse spring, a U shaped frame having side bars engaging said cushioning elements from above, and having a transverse bar engaging said air cushion from below, and a shock transmitting bar associated with said transverse spring and engaging said air cushion from above.

E). The combination with a vehicle frame, an axle, side springs connected to the axle, a transverse spring connected to the frame,

cushioning elements arranged above the side springs. bars engaging said cushioning elcments from above, and means For subjecting said bars to the action of the transverse spring. I

It). The combination with a vehicle t'ranlc, an axle. side springs connected to tl aXlc- 'a transverse spring connected to the frame, a cushioning clcuicnt arranged below the transverse spring. a bar cngaging the cushioning element from below, and means for subjecting said bar to the action of said side springs.

in testimony whereof I have hereunto set my hand in presence of l\\'o subscribing \vitncsscs. 

